Car-coupling



(NoModeL) 3 Sheets-Sheet 1.

F 0. GROWE.

GAB, COUPLING.

No. 468,415. Patented Feb. 9, 1892.

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THE mama mamas no, mow-mac, wunwarnu u c (No Model.) 3 Sheets-Sheet 2. P. O. OROWE.

GAR COUPLING.

Patented Peb. 9, 1892.

(No Model.) 3 Sheets-Sheet 3. F. G.-GROWE.

GAR COUPLING. No. 468,415. n Patented Feb. 9, 1892.

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UNITED STATES PATENT OFFICE.

FREDERICK C. CROVVE, OF CHICAGO, ILLINOIS.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 468,415, dated. February 9, 1892.

Application filed March 9, 1891. Serial No. 384,252. (No model.)

To aZZ whom it may concern:

Be it known that I, FREDERICK G. Gnown, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and useful Improvement in Systems for Coupling Cars and Distributing Fluid Through the Coupled Cars ofaTrain, of which the following is a full, clear, and exact specification.

My invention relates to improvements in car'couplings and fluid connections for cars, and has for its object to provide convenient means for controlling the car-coupling and fluid connections from a fixed point upon the train-as, for example, a locomotive.

It is illustrated in the accompanying drawings, wherein- Figure 1 is a View of the end of a car from beneath. Fig. 2 is a view of the center of the car from beneath. Fig. 3 is a detail horizontal section of the coupling device. Fig. 4: is a crosssection on the line a 4. Fig. 5 is a cross-section on the line 5 5. Fig. 6 is a detail plan view diagrammatic of the coupling controlling mechanism. Fig. 7 is a detail longitudinal section of the fluid connection of the valve. Fig. 8 is a detail of the rod connections. Fig. 0 is a cross-section of the same. Fig. 10 is a detail of the rod and pipe centering device. Fig. 11 is a detail of the doublecheck valve. Fig. 12 is a detail of the mechanism for controlling the three-way air-valve.

Like parts are indicated by like letters in all the figures.

A is the body of the car; 13 l), fluid-pipes passing thereunder and provided, respectively,with the bell-mouthed ends C C and the acorn-shaped ends 1) D, adapted to enter the bell-mouthed ends. Vithin the acorn-shaped end is the valve D on the stern D which is guided by the block D and also by the block D and which projects so as to engage the end of the Valve D in thebell-mouthed piece, which valve is on the stem D guided by the block D The valve D is seated in the seat D and the valve D in the seat D Suitable packing as, for example, D may beused so as to insure a tight joint and the valve seat may be made of any desirable material. As to the operation of this detail of the de vice so far described, it is evident that when the cars come together the acorn-shaped end Will be received by and centered in the bellmouthed piece and that the valve-stem D projecting, will engage the valve D, and thus both of the valves D and D will be forced from their seats. The springs D and D when the two parts are separated by the separation of the cars, will reseat their respective valves, and thus the pipes B B will be closed at both ends on each adjacent car or connected from car to car on all adjacent coupled cars.

E E are rods beneath and parallelwith the carsone on each car-and provided, respectively, with the ends E E and E E These ends are coupled to their respective rods by the universal joints E E and carry, respectively, the end E, the bell-mouthed piece E the end E and wedge-shaped portion EIwhich latter is adapted to enter the bell-mouthed piece. The piece E is shaped within in the form of a wedge in crosssection, as shown in Fig. 9. The operation of this detail is sufficiently clear. When they are brought together so as to be coupled, each rod E, provided with the end E and the portion E will be coupled to its opposed rod by the entry of the part into the part E and yet it will be loosely coupled, so that as one rod is rotated slightly it will not engage or carry the other opposed rod, but will engage it so when and after firstmentioned rod has been rotated from a cer tain angle or distance.

It is desirable that the several rods and fluid-pipes should be properly centered, and hence I employ the centering devices shown. They consist each of a case F, secured to the bottom of the car and provided with a central ring F from which project rods F F in all directions, and which rods pass through the case F. Interposed between the case F and the ring F, and about each of said rods, is the spiral spring F whereby the said ring is centrally disposed. Through this ring passes, as shown in Fig. 10, the pipe B, and of course in like manner the rods E E or their respective ends E G G are bell-mouthed butter-pieces centrally disposed and provided each with the draw head or bar G G on the rod G G which rod passes through the box G3 and is surrounded by the spiral spring G. This spring bears against the loose ends G G of the box, and against the end G6 bears the bellmouthed piece G, which of course will besuitably supported so as to be capable of longi tudinal motion. The sides of the box are composed of the plates G G which are pro-' vided with shoulders to receive the'sides of such box. From this it is evident that the buffer-bars G G are cushioned when they come together, and also that the pulling or drawing bars G G are also cushioned when they engage each other on the springs G. Secured to the draw-head G is the pendent arm G carrying the ball G whereby the rod G is always normally held in proper position to bring the opposed hooks or ends of the drawloars into proper relative relation. These draw-bars are provided with hook ends G, shaped as indicated in Figs. 3 and t, which are adapted to engage each other when in a certain position and to be freed from each other when either is turned somewhat upon the axis of the rod G so that by lifting the weight G and moving'the rod G8 to' one side, the bar G will be rotated upon its axis and its hook end will be made to disengage the opposed hook end, and thus the cars will' be uncoupled. lhe pipes B B are connected at the center of the car by the flexible connector J and are cushioned each upon the spiral spring J, which engages at one end the fixed guide J 2 and at the other end the collar J 3 on the rod B, and which also encircles the rod B. The rods E E do not require cushioning in the same degree, as there is sufficiently full play of the ends E within the pieces E. The two sections of the rods E E in each car are coupled together by the end E and a receivthe cars. The cars may, however, be uncoupled by a fluid-pressure apparatus from the locomotive, as will now be described. The flexible portions J, which connect the respective pipes B B, are each connected in the middle of the car and upon opposite sides ofa pipe system L. In this pipe system, upon opposite sides of the connections from each pipe J, are situated valves L L, which are normally closed toward such connection and open in the opposite direction and also open to the air. Each valve is controlled by a spring-actuated valve L which keeps it in such described normal condition. 'At each end of the system of pipes L is a coupling L L containing the double check-valve L provided with two valves seating in opposite directions and supported on the guide L From this coupling and between the valve-seats passes the pipe I L, which opens into the expansible diaphragm-chamber L", the opposite side of which is connected by the link L the arm L" to the elbow crank-lever K. Fig. 6 shows these connections diagrammatically, as it were, to more clearly illustrate the fact that the fluid-pressure in the pipes B is communicated directly to the expansion-chamber L for the purpose of operating the elbow crank-lever K to rotate the draw-bars and thus uncouple the cars.

l The spring-handle of each of the valves L is adjusted, as before stated, so as to keep the valves closed in the direction of the connection with the pipe B and keep it open in the opposite direction and also open toward the outside air. the handle L is r the projecting finger M,

adapted to engage the handle L when the rod E is rotated, and if the rod E be rotated in a certain position and then retainedin such position the adjustment is such that the vali e will be closed to the outside air and will open connection from the pipe B and J into the pipe L and thence pipe L This finger M is pivoted upon the rod E at M and has the pro ecting toe M so that it will, when rotated in the direction indicated by the acorn, lift the bandle L of the Valve, and thus bring it to the last-described position; but if the finger M is rotated farther it will disengage itself from the handle L The operation of this detail is substantially as follows: If the engineer is. provided with a connection of any convenient position with the rod E, which is at the front end of the train, whereby he can rotate the same, and also is provided with valves and the like, whereby to determine the supply of fluid to the pipes, he may first turn the rod E until the lost motion incident to the connection of the said several rods has been so far taken up as to bring a certain finger M on a certain desired car at a position where it will hold its associated valvein'such aposition as to open the connection from the pipe B through the pipe J, through the valve L to the pipe L, through coupling L through the pipe L into the expansion chamber L WVhen this is done, he looks his rod in posi-.

tion or holds it in position and immediately turns a fluid-pressure into the pipe B. Inasmuch as the entire system of pipes connected with B is closed, except at the valveL, adj usted as just described, there will be a rush of fluid through such valve, and this will clear the opposed check-valve and send a current of fluid through the pipe L into the expansion'chamber L and thus move the link L lock the elbow-crank lever K, move the arm G to one side, rotate the draw-bar G and releaseits hooked end from the opposed hooked end, whereupon the two cars will separate, being uncoupled. Immediately'upon the separation of the cars, the valves in the pipes 13 will close, as provided for in the mechanism described in Fig. 7, the operation of which has been hereinbefore set out, but at the same moment, the rod E being released, will be rotated by the spring-actuated arm L and the valve L will be restored to Now on the rod E, adjacent to 7 its normal position, in which position the fluid under pressure will escape from the expansion-chamber U, pipe L", &c.,and the several parts, including the lever K, will be restored to their original positions. The weight G descending to its normal position, will restore the draw-bar to its original and normal position for re-engagernent with the next car with which it is brought in contact.

The use and operation of the devices have been sufficiently hereinbefore set out, and it is perhaps suificient to add that in general the arrangement is such that with two cars approaching each other they automatically couple themselves, and they also automatically place in connection two systems of pipes and two systems of rods, which are from that time on continuous throughout the train. Either of these rods may then be rotated, so as to control the desired fluid-valve on the train, and the system of pipes properly associated with said rod may then be provided with a fluid-pressure, whereupon the desired car is disconnected or uncoupled from its associated car. It may also be 1 added that either of these systems of pipes may be used for distributing water, hot air, or steam, and the like for train purposes, as may be desired.

The bar-heads are beveled in the shape shown in the drawings, so that when they engage each other one or the other, or both, will slightly turn, and the beveled portions of the heads will ride one upon the other, until the two heads have passed each other, when they will approach into position and re-engage. A dial or indicator of some kind could be used in the locomotive-cab, for example, and

could be connected with the devices for turning the rods, so that the indicator would show which car had the open-valve connection, so that by this means the operator or engineer could determine which car should be uncoupled, and also know from the indicator when he had turned the rod far enough to uncouple that particular car.

The pipe connections when they come together meet upon elastic portions, as indicated in the drawings, for the portions about the acornshaped piece may be of rubber, while the seat portion in the bell-mouthed piece will also be of rubber.

I clai1n- 1. The combination of a draw-bar capable of rotation on its axis and provided with a laterally-projecting hook with a weighted laterally-projecting hook with a weighted arm whereby the hook is kept normally in proper position to oppose the hook of the adjacent car, and a bell-mouthed buffer longitudinally movable along the car and from which such draw-bar projects, and a spiral spring which serves both as a cushion for the buffer when the same is pushed inwardly toward the car and also as a cushion for the draw-bar when the latter is pulled outwardly from the car.

3. The combination of a draw-bar supported so as to be capable of rotation on its axis with a weighted projection therefrom to normally keep the same in proper position, a laterallyprojecting hook, a hand-lever on side of car, a connecting-link, and a lever attached to said slide or link, resting against arm on draw-bar, whereby said bar may be rotated to disengage it from adjacent car.

a. The combination of a loosely jointed or connected system of rods from one end of the train to the other with a series of fluid-press ure pipes from one end of the train to the other, a device for uncoupling the cars, adapted to be operated by such fluid-pressure, and connections from the rod system to the pipe system, whereby the former controls the application of the fluid in the latter to the device for uncoupling the cars.

5. The combination of a fluid-pipe system with devices for uncoupling the cars, a valve controlling a passage-way from such pipe system to each of such devices, and a system of rods provided with a series of fingers adapted each to engage one of the valvehandles, said system extending from end to end of the train and its members connected by a series of lostmotion devices, so that by turning the rod system on its axis any given valve may be thrown into proper engagement with its associated valve thus to uncouple any desired car.

FREDERICK G. CROWE.

\Vitnesses:

CELESTE P. CHAPMAN, HARRIET M. DAY. 

